Fluid pressure brake



March 23, 1937. Y c. c. FARMER ET AL l 2,074,743

FLUID PRESSURE BRAKE Filed Aug. 5, 193e 2 sheets-sheet 1 If-ig. l.

I /fa F n3 3. 7/ /49 72 40 a6 'FW 0 A 6.9 A9 4.9 aib/ff gana 43 36 ATToRNEY 8- 4.9 @Jefa fini/Ja z 6 ffs mmm@ March 23,1937.,

C. C. FARMER ET AL FLUID PRESSURE BRAKE Filed Aug. 5, 1936 2 Sheets-Sheet 2 Tic?. E,

To ffl/(1 fas,

F. .iff VP y m w mmm fw P E Y L m UM A. E .50AM @LAL/ 6 0 E M 4 mvms f mmmmm m l TOR LYD FAHME LL|E EWITT ATTORNEY Patented Mar. 23, 1937 UNITED STATES PATENT OFFICE FLUID PRESSURE BRAKE Application August 5, 1936, Serial No. 94,372

38 Claims.

This invention relates to iiuid pressure brake equipment which is adapted to be changed over or conditioned to meet the braking requirements of one or another of a plurality of classes of rail- 5 way train service, such, for instance, as passenger, express and freight train service, and relates more particularly to that type of equipment disclosed in our pending joint application, Serial No. 743,546, filed September l1, 1934. l The principal object of the present invention is to provide an improved fluid pressure brake equipment of the above mentioned type.

To meet the braking requirements of the several classes of railway transportation service above l enumerated, the fluid pressure brake equipment disclosed in our aforementioned pending app-lication is adapted to be changed over or conditioned for different classes of train service by means of the manually operative change-over device shown in the drawings of said application, or by means of either the automatically operative change-over valve device proposed by us and made the subject of our pending joint application, Serial No. 747,734, led October 10, 1934, or the automatically operative change-over valve device disclosed in the patent of Clyde C. Farmer, No. 2,035,056.

Another object of the present invention is to provide an improved automatically operative change-over valve mechanism for the above mentioned type of fluid pressure brake equipment.

Another object of the invention is to provide an improved valve mechanism for controlling the supply of iluid under pressure to and the release 3, of fluid under pressure from both the take-up cylinder device and the brake cylinder; of a fluid pressure brake equipment of the above mentioned type.

A further object of the invention is to provide 40 a fluid pressure brake equipment of the aforementioned type with improved means for regulating the rate of flow of fluid in effecting an emergency application of the brakes in each of a plurality of classes of train service. Accord- D ing to this object said means will provide for a rapid build up of brake cylinder pressure in passenger train service, a rapid inshot of fluid under pressure to the brake cylinder followed by a slower build up in express train service, and a rapid D0 inshot of fluid to the brake cylinder followed by a slow build up of brake cylinder pressure and finally a rapid inshot of fluid under pressure to the brake cylinder in freightV train service.

In the accompanying drawings, Fig. 1 is a dia- 55 grammatic View of a fluid pressure brake equipment embodying the invention; Fig. 2 is an enf larged diagrammatic sectional View of a portion of the equipment, the change-over valve mechanism being shown in position for conditioning the equipment for passenger train service; Fig. 3 is a fragmentary sectional view showing the changeover valve mechanism in position for positioning the equipment for express train service and Fig. 4 is a fragmentary sectional View showing a portion of the change-overv valve mechanism in the position it assumes to condition the equipment for freight train service.

As shown in the drawings, the equipment may comprise a brake pipe I, a signal pipe 2, a brake controlling valve device 3, a change-over valve mechanism 4, a brake cylinder control valve mechanism 5, a relay valve device B, an auxiliary reservoir l, an emergency reservoir 8, a volume reservoir 9, a supply reservoir II), a take-up cylinder device II and a brake cylinder I2.

The brake controlling valve device 3, with but several exceptions, which will hereinafter fully appear, may be of substantially the same construction as the controlling valve device fully disclosed and claimed in our aforementioned pending application, Serial No. 743,546 and may have 2-5 substantially the same operating characteristics. In view of this, the details of construction and the operating characteristics of the equipment which correspond substantially with those of the equipment disclosed in this last mentioned pending application, have for the most part been omitted from the present application, thus simplifying the showing and description of the invention.

As shown, the brake controlling valve device may comprise a pipe bracket I3 to one side of which is clamped the casing of an equalizing valve device I4 and to the opposite side of which is clamped the casing of an emergency valve device I5. 40

The casing of the equalizing valve device has formed therein a piston chamber I 6 containing a piston I1 having a stem I8 adapted to operate a main slide valve I9 and an auxiliary slide valve 20 contained in a Valve chamber 2| which is connected to the auxiliary reservoir 'I through a passage 22 and a passage and pipe 23.

'I'he casing of the emergency valve device has formed therein a piston chamber 24 containing a piston 25 having a stem 26 adapted to operate 50 a main slide valve 21 and the usual auxiliary. slide valve (not shown) contained in a chamber 28 which is connected by way of a passage 29 to a quick action chamber 3|] which is formed in they pipe bracket I3. 55

The brake pipe is in communication with both the equalizing piston chamber I6 and the emergency piston chamber 24 by Way of a branch pipe and passage 3| and a passage 32.

The change-over valve mechanism 4 comprises a casing 33 which, in the present embodiment of the invention, is secured to the casing of the equalizing valve device and also comprises a change-over valve device and a control valve device for controlling the operation of the:

change-over valve device.

The control valve device just referred to Icomprises spaced movable abutments which; in fthe',

present embodiment of the invention, are in the form of flexible diaphragms 34 and 35,1 thev diaphragm 34 having a greater face area than' At the outer or face side. of the diaphragm 34 there is a chamber 36' which is constantly in communication,throughiL4 the diaphragm 35.

a passage and pipe 31, with the signal pipe 2.

Leading from the passage 31'to the face of 'a' slide valve seat 38 `of the casingv 33"isa branch passage 39.' At the outer or face side ofthe diaphragm ,35'there is a chamber 40"which '1s connected to a passage 4| vwhich leads to the face of the slide valve seat 38.

Between the diaphragms 34 and 35`there is a.

chamber 42 which is in constant communication with the atmosphere by way of a passage 43.Y Contained in this chamber 42"is a longitudinally movable stem 44 which is operativelyengaged at one end by the diaphragm 34"and' which is adapted to operate a slide valve 45 also contained in the chamber and slidably'engaging the slide valve seat 38, said slide valve beingmaintained in close engagementwiththe seat by means of a spring weighted rockable strut 46 interposed between and voperatively engaging the casing and the back of the slide VValve'.

There is also contained in the chamber 42'1a' mechanism which, as will hereinafter more fully. appear, is subject to the action `of the diaphragm 34to control the operation ofthe stem 44 and" consequently mechanism comprising a combinedspringseat and stop member 41 which is preferably ar ranged lin longitudinal alignment with the stem 44 and which, atk its left hand'end,V is in opera'-V tive engagement with the diaphragm 35;' said member being movable inthe direction of 'its length and having a guide collar 48 which'is' slidably guidedin abushing 49 'securedto -the casing. This member 41'also has a stem 50 on which there is slidably mounted a movabley Movement of the spring seat 52 toward the right by. the action of the spring 55 is adapted to be limited byl an annular stop shoulderl'l'which may be integral with the casing and which'extends" into the path .of travel ofthe spring'seat. Movement of the stopv 5| toward the right. bythe action of the spring 53'is limited by means of' an annular collar or snap ring 51 which is secured to the stem 50.

The change-over valve device comprises-spaced" the slide valve 45; said' pistons 58, 59 which are rigidly connected together by means of a piston stem 60 which is adapted to shift a slide valve 6| to one or another of two change-over or conditioning positions, said valve being contained in a chamber 62 located between the pistons and constantly connected to the emergency reservoir 8 through a passage 83andf'a passage and pipe 64. This valve chamber is constantly connnected to a control passage 65 leading to the face of the Slide valve seat 38 of the control Valve device.

Atthe face side of the piston 58 there is a chamberA 66.. which is connected to a control passage 61 leading to the control slide Valve seat 38, and at the face side of the piston 59 there isa'chamber68 vwhich is connected to a control passage 69 leading to said slide Valve seat 38.

Contained in a chamber 'l0 in the casing of the `change-over valve mechanism 4 is a brake cylinder build up control valve which is adapted" to l`be operated by* a4 flexiblediaphragm '|2." At'the' right `hand/or -face side of the diaphragmthere is Aa' chambery -13 vwhich is connected to a passage 14 leading to the faceof theccntrolslide valve 'seat 38. The'valve is adapted to'seat-on an annular'seat rib 15 formed on the Casing" and when so seated, the portion of thel face of the valve'which is within -the seat'rib is connected through a passage '|6-to a passage leadingto` the seat forthe change-over slide valve-and" to `the brakecylinder `control valve mechanism-5 1as will hereinafter more fully appear. The portion ofthe face ofthe valve which is on theoutside of i the Valve is connected through-.a restricted-passage '|8- to a passage '19y leading to a-pipe 'which is connected through a'passage' 8| vto the piston chamber 82 on the face sideof "the piston 833 of the'relay valve clevice 6:3

The-relay valveidevice 6 is provided for the purpose"of=controllingthe supply of fluid .under pressure from the supply-reservoir lfto thc brake cylinderz |2 `and the release of fluid under pressure from -the brake cylinder and is further fo'rthe purpose of controlling the chargingof the" supply reservoir with fluid under pressure from the brake pipe. ThisLrela-y valve devicemay'be-identical with the corresponding device fully=shown and'described'in our aforementionedpending` application, Serial 743,546 and in view of ythis a` detailed description here ofthe device is deemed unnecessary.

The l'brake cylinder control valve mechanism 5 is' provided for the purpose of cutting the relay Valve device Bv into action when the pressure of fluid' in the take-up brake cylinder has been increased-a predetermined amount as will hereinafter fully appear, and may comprise a control valvedevice and a'pilot'valve device. The control valve device may comprise a piston 84 which isicontained in a chamber 85 and which is subject to the pressure'of a coil spring 85 contained in this chamber. The piston 84 is provided with a stem 81 Vwhich is adapted to operate a slide valve 'contained in a chamber 89 which is connected'through a passage 90 to the auxiliary reservoirpassage 23.

The pilot'valve f device of th'e brake cylinder control valve mechanism 5 may comprise a piston 9| Awhich is` contained in a chamber 92 vconnected to a passage 93 leading to the atmosphere. This piston 9|"isfsubject to the pressure of a coil spring 94 'contained in chamber 82 and is provide'd with a stem 95 which is adapted to operate aslidelvalve 96V 'contained in a chamber v9 l," which chamber, with the slide valve 95 in its normal release position as shown in Fig. 2, is connected to the take-up cylinder il through a passage and pipe 98. Mounted on the back of the piston @i is a gasket 99 which is adapted to seat on an annular seat rib itt. The pilot slide valve 95 is at all times urged into close contact with its seat by means of a spring Weighted rockable strut iti.

Mounted in the casing of the brake cylinder control valve mechanism is a combined maintaining and release control valve device itil which, as will hereinafter more fully appear, is provided for the purpose of maintaining take-up cylinder pressure against leakage when an application of the brakes is eected and oi controlling the release of uid under pressure from the takeup cylinder in releasing the brakes. This valve device may comprise a flexible diaphragm ii'lil having at one side a chamber Mit open through a passage itt to the atmosphere and containing a spring lil@ which is interposed between and operatively engages the casing and one side of the diaphragm, at the other side of the diaphragm there is a chamber iill which contains a valve ist adapted to engage an annular seat rib iGG formed on the casing. Normally the valve is held seated by the spring MJS acting through the medium of the diaphragm against the opposing pressure of a coil spring iii) of lesser value contained in the chamber lill. With the valve seated, the inriei1 seated area of the valve is connected through a passage iii to passage 98, and the outer seated area is connected through a passage i iii to a passage ii3 which leads from a brake cylinder passage iili to the seat for the slide valve Sii of 'the brake cylinder control valve mechanism 5.

Associated with the emergency valve device and mounted in the casing thereof is an inshot or relay piston chamber pressure build-up control valve mechanism H5 which, as Will hereinafter more fully appear, is operative in effecting an emergency application of the brakes, only when the equipment is changed over or conditioned for freight train operation, to effect the operation of the relay valve device to provide an initial inshot of fluid to the brake cylinder until a predetermined brake cylinder pressure (about fifteen pounds) is developed and to then restrict the rate of flow of fluid to the brake cylinder i2, in other Words, the mechanism H5 functions to pilot the action of the relay valve device il in eecting an emergency application of the brakes until such time as a timing valve H6 Which is controlled through the medium of a nexible diaphragm il? operates, as will hereinafter more fully appear, to provide a nal inshot of fluid to` effect the operation of the relay valve device to provide a nal inshot of fluid to the brake cylinder.

This valve mechanism H5 is similar in construction to the inshot valve mechanism fully described in our aforementioned pending application, Serial No. 743,546, and briefly described, may comprise a valve H8 which is contained in a chamber l i9 connected to the passage i it, there being a restriction 12E? interposed in the passage at a point adjacent the chamber H9. The mechanism also comprises a valve piston igt having a stem E22 through the medium of which the operation of the valve MS is controlled. Normally the valve piston Mii `is maintained in sealing engagement with the casing by the action ci a spring |23 contained in a piston chamber i525 which is connected through a passage E25 and a small volume reservoir i526 to a passage mi, leading to the seat for the emergency main slide valve 21, and when in this position the stem 522 maintains the valve H8 unseated against the action of a spring 12B tending to seat the valve.

With the valve H8 unseated, the valve chamber H9 is open to the volume reservoir e by way of a passage |29, a'chamber E39, a passage iiii and a passage and pipe it.

The valve chamber l I9 is also connected to the chamber H33 by a restricted passage M3. The passage i3! is connected through a choke its to the passage 'i9 so that the chamber l I9 is in communication With the piston chamber 32 of the relay Valve device 6.

The chamber i311 of the valve mechanism its is also connected through a restricted passage M5 to a valve chamber I 36 at one side of the flexible diaphragm lil and containing the valve liti. At the other side of the diaphragm there is a chamber 31 which, although not shown, is connected in the usual manner to the emergency valve chamber 2B. The inner seated area of the valve H5 is exposed to a chamber i323 which is connected through a passage |39 to the valve chamber H9.

Associated With the valve device I I5 is a safety valve Idevice |40 which may be of the same construction asl usually employed in universal valve devices and is for the purpose of venting iuid under pressure from the volume reservoir 9 and relay piston chamber 82 to thereby limit the brake cylinder pressure when the equipment is conditioned for passenger train operation and an over reduction in brake pipe pressure is effected in making a service application of the brakes, the now of fluid to the safety valve device being by way of chamber |24 and a passage Uil leading from the chamber. This safety valve device is set to vent lui-d from said reservoir and piston chamber when the pressure therein has been increased to around sixty-three pounds. By thus limiting the pressure in the reservoir and chamber, the relay valve device 6 Will function to correspondingly limit the brake cylinder pressure. It Will here be understood that this safety valve device only functions to limit the degree of fluid pressure build-up in the volume reservoir t and relay piston chamber 82 in effecting a service application of the brakes with the equipment conditioned for passenger train service and is rendered inoperative by the emergency valve device when an emergency application is initiated.

rThe take-up cylinder device Il is associated with the brake cylinder i2 and may be of substantially the same construction and for the same purpose as the corresponding device disclosed in the patent of Clyde C. Farmer, No. 2,004,654, issued June l1, 1935. This device, as will hereinafter more fully appear, is adapted to operate to take up slack in the brake rigging and to move the usual brake shoes into light engagement with the car Wheels before the brake cylinder l2 is caused to operate to apply braking force to the brake rigging.

Control of the change-012er valve mechanism In the present embodiment of the invention7 the operation of the change-over valve mechanism to condition the equipment for either passenger, express or freight train service depends upon the pressure of fluid carried in the signal pipe 2, so that the signal pipe pressure will be different for each class of train service, for instance, in passenger train service it Will be charged with fluid at the usual pressure of about forty-ve pounds, in express train service to a pressure higher than forty-ve pounds, say for instance to ninety pounds and in" freight trainy service` willbe at atmospheric pressure.

Operation of the change-over control valve device to condition the change-miei` Ualoe'device for passenger train service When a car equipped with a fluid pressurebrake equipment embodying the invention is ink apassenger train, fluidunder pressuresuppliedtofthe signal pipe 2 inthe usualmanner flows-through pipe and passage 31 tothe controlfchamber 3.6fof the change-over valve mechanism and ows from the passage 31 to the control chamber 40- at one side of the flexible diaphragm 35byway of branch passage 39, a cavity |43inthe control slidevalve 45 and passage 4|. Fluid:.under'pressureinchamber 48 acts to load the diaphragm-35 and there.- by the combined springseattandstop member41 against movement in a directionitowardthe leftY hand, movement in the opposite direction: being prevented by the engagement ofthe collar 48 ofv the member With an annular stoplug |45 which may be integral with the bushing 49.

When the pressure ofiluid. in diaphragmzchamber 36 has been increased to around'ten pounds, the flexible diaphragm 34 is caused.' to flex` inwardly, i. e., ina direction towardithe'left hand, thereby shifting the stem 44v and associated control slide valve and spring seat 52 in ther same direction, such movement being yieldably opposed by the spring 55 which acts on .the left hand end of the stem through themedium ofthe spring seat. The movement of 'the diaphragm, stem slide valve and spring seat continues until the spring seat is engaged by the stop 5| when the spring 53, acting through the medium of the members 41 and 5|, brings the spring seat, stem, slide valve 45 and diaphragm 34 to astoprin the position in which they are shown'inFig. .2.

t will here be understood that when the' spring seat 52 vand consequentlyr the stem 44-and slide valve 45 are stopped as just describe-d, these parts will be maintained in the lposition which they have assumed, by the action of the: springs 55`and 53, against the normal signal pipe pressurefof forty-five pounds applied to oneside of the flexible diaphragm 34.

Initial charging of the equipment with the change-oper control calce mechanism in position to condition the equipment for passengevtrain service supplied to the equalizing piston chamber t6" flows through passage |48, past a spring weighted check valve |49 to chamber |58andifrom thence fioWs through passage |51, a cavity |52 in the change-over slide valve-6| and passage and;pipe 23 to the auxiliary reservoir 1. From the passage 23 fluid under pressure ilowsthrough'V passage 22 to the equalizing slide valve chamber 2| and from thence flows through a port .|153

in the equalizing main slide valve I9, passage |55.and a choked port |.56 in the change-over slide Avalve 6| to the slide valve chamber 62, and from thence flows through passage '63 and passage and pipe 6,4 to the'emergency reservoir 8.

Fluid under pressure-hows from the slide valve chamber 62 through a passage 65 to a cavity |58 in the change-over control slide valve 45 and from thence flows through a passage 69 to the piston chamber 68 of the change-over valve device. Fluid under pressure also flows from the cavity |58 through a passage 14 to the chamber 13 which is located at the right hand side of the `flexible diaphragm 12 of the brake cylinder build up control valve device, fluid under pressure in the chamber 13 acting on the diaphragm 12 to maintain the valve 1| seated on the seat rib 15.. Fluid under pressure in the piston chamber 68 acts on the piston 59 of the change-over valve device to maintain said device in its conditioning position.

Fluid under pressure .also flows through a feed groove |59 to the equalizing slide valve chamber 2| and consequently to the auxiliary reservoir and emergency reservoir. The passage t3 has interposed therein'a choke |60 and at a point intermediate this choke and the passage 22 leading to the equalizing slide valve chamber 2| is a` choked passage |6| through which fluid under pressure flows from the passage |48 to the passage 23 and consequently to the auxiliary reservoir and emergency reservoir. It Will here be noted-that the flow of fluid to the auxiliary reservoir will be atA a fairly rapid. rate as controlled by the feed groove |59, choke land restricted passage |6|.

Fluid under pressure-flows from the auxiliary reservoir passage 23 through passage 98 to the slide valve chamber 89 of the control valve device and from thence flows to the piston chamber S5 of said devicefby Way of a passage |62, a cavity |63 in the slide valve 96 of the pilot valve device, and passage |64.

Fluid under pressure being supplied to the emergency piston chamber 24 ows through a choked passage |65V and passage 29 to the emergency valve chamber 28 and to the quick action chamber 30.

With the several parts of the equipment in their normal release position as shown in Fig. 2, the relay piston chamber 82 is connected to the atmosphere by Way of passage 8|, pipe 88, passage 19, choke |34, passage |3l, chamber :8 of the inshot valve device, passage |29, chamber H9, choke |20, passage ||4, passage H3, a cavity |66 in the slide valve 88 of the control valve device andpassage |61. The volume reservoir 9 is connected to the atmosphere by Way of pipe andpassage |32 and passage |3|, which latter passage leads to the atmosphere as just described. The take up cylinder device is connected to the atmosphere byway of pipe and passage 98, a branch passage |68, a cavity |69 in the slide valve 88 of the control valve device, a passage |10, a port |1I in the equalizing main slide valve I9, a cavity |12 in the auxiliary slide valve 20, a port |13 in the main slide valve, a restrictedr passage |14, a cavity |15 in the change-over slide valve 6| and a. passage |16.

If the change-over valve deviceshould happen to be in position to condition the equipment for express train service when the equipment is being initially charged inpassenger train service, iluid under pressure flows from the equalizing pistonchamber I6 through the feed groove |59 to the equalizing slide valve chamber 2| and from thence flows through port |53 in the equalizing main slide valve |9, passage |55, a choked port |11 in the change-over slide valve 8| to the slide valve chamber B2 and from thence flows through passage 85, cavity |58 in the control slide valve 25 and passage 99 to the change-over piston chamber Since the change-over piston chamber 8G is connected to the atmosphere through passage 51, a port i'i in the control slide valve 45, control slide valve chamber 92 and passage 98, fluid under pressure in piston chamber 88 causes the control piston assembly and slide valve ill to move to the position in which they are shown in Fig. 2, thus conditioning the equipment for passenger train service.

Service application of the brakes with, the equipment conditioned for passenger train operation When it is desired to effect a service application of the brakes, a gradual reduction in brake pipe pressure is effected through the medium of a brake valve device, not shown, which reduction causes a corresponding reduction in the pressure of fluid in both the equalizing piston chamber I8 and the emergency piston chamber 24. The reduction in the pressure of fluid in the equalizing iston chamber I9 `will be at a faster rate than fluid under pressure can iiow thereto from the equalizing slide valve chamber 2| by way of the choked passage |6| and feed groove |59, so that the pressure of fluid in said slide valve chamber causes the equalizing piston |1 to move outwardly in a direction toward the left hand, said piston,

i through the medium of the piston stem I8, shifting the auxiliary slide valve 28 relative to the main slide valve I9.

The auxiliary slide valve as it is thus shifted, laps the port |58 in the main slide valve, thus closing the communication between the equaliz ing slide valve chamber 2| and the emergency reservoir 8 and also cuts off communication from the port |1| to the port |13 in the equalizing main slide valve i9, thus Cutting ofi" communication from the take-up cylinder device to the atmospheric passage |15. The equalizing piston |1 closes communication from both the feed groove i529 and passage |98 to the piston chamber I5, so as to prevent back ilow of iluid under pressure from the auxiliary reservoir and equalizing valve chamber 2| to the piston chamber I8. After the feed groove i59 and passage |48 are thus closed, the continued movement of the piston causes the rear end of the auxiliary slide valve 20 to uncover a service port |89 in the main slide valve I9, following which, a shoulder |8I, carried by the rear end portion of the piston stem i8, engages the rear end surface |82 of the main slide valve, so that upon further movement f the piston the main slide valve will be shifted in the same direction to service position in which the piston seats on a gasket 83 interposed between the pipe bracket and the casing of the equalizing valve device.

With the equalizing main slide valve in service position, the port |89 registers with passage |10, so that fluid under pressure iiows from the equalizing piston chamber I8 and connected auxiliary reservoir to the take-up cylinder device by way of said port and passage, cavity |69 in the control valve device, branch passage |88, and passage and pipe 98. Fluid under pressure thus supplied to the passage 99 also flows to the slide valve chamber 9i of the pilot valve device.

Fluid under pressure being thus supplied to the take-up cylinder causes the piston and stem thereof to move outwardly and actuate the brake rigging to take up the slack therein and to bring the usual brake shoes, not shown, into contact with the car wheels or nearly so. The brake rigging as it is moved by the take-up cylinder draws the push rod of the brake cylinder l2 forwardly relative to the brake cylinder piston, said push rod being automatically locked in its outer-most position with relation to the piston when the brake cylinder piston is moved outwardly by fluid under pressure supplied by the relay valve device 1 as will hereinafter appear. When the pressure of fluid in the take-up cylinder has been increased suiiiciently to cause it to function in this manner, the pressure of fluid in the slide valve chamber 91 of the pilot valve device acting on that portion of the rear face of the piston 9| which is encircled by the seat rib |89, causes the piston and thereby the slide valve 98 toy move outwardly against the resistance offered by the spring 94. The face of the piston 9| is provided with an annular rib |84 which, when the piston is moved to the extreme outer position, seals against a gasket |85, so as to prevent leakage of fluid past the periphery of the piston from the valve chamber 91 to the atmosphere. It will be understood that the pilot valve device will remain in its normal position until the pressure of fluid in chamber` 91 is increased to about thirty pounds. When this pressure is reached the piston 9| moves outwardly and breaks the seal between the piston gasket 99 and the seat rib |99, whereupon the entire area of the inner face of the piston 9| is subjected to the pressure of fluid in chamber 91, and as a result the piston will move with a snap action to its extreme outer position.

The slid-e valve 98 of the pilot Valve device as it is being moved toward its outer or cut-in position, laps the passage 99, thereby cutting off communication from the auxiliary reservoir to the valve chamber 91, and laps the passage |62, thereby cutting off the communication from the slide valve chamber 89 of the control valve device and connected auxiliary reservoir to the piston chamber 85 of the control valve device. After the passages 98 and |83 are lapped, the cavity |63 in the slide valve 95, which remains in communication with the passage |84, is brought into open relation with the passage |88 which leads to the atmosphere, so that uid under pressure is now vented from the piston chamber 85 of the control valve device to the atmosphere. Further, as the slide valve moves toward its extreme outer position and just before it reaches this position, it uncovers one end of a passage |81 to the valve chamber 91. The other end of this passage |81 has been previously connected to the valve chamber 2l of the equalizing valve device upon movement of the equalizing main slide valve I9 to service position so that fluid under pressure ows from the equalizing valve chamber and connected auxiliary reservoir to the pilot slide valve chamber 91 and acts to maintain the piston 9| of the pilot valve device and` slide valve 98 in their extreme outer position.

With the piston chamber 85 of, the control valve device vented to the atmosphere as just described, fluid under pressure in slide valve chamber 99 causes the control piston 89 to move outwardly against the opposing action of the spring 86 into sealing engagement with the gasket |85, the piston in its traverse carrying with it the control slide valve 88. The control slid-e valve 88 as it is thus being moved laps the passage |68 thus cutting off communication from the passage |10 to this passage and consequently to the `take-up cylinder device I I. At substantially the same time as the passage is lapped the cavity I69'in the control slide valve 88 connects passage |10 to passage II3, so that fluid'under pressure flows from passage |10 through the cavity |69, passage I3, passage II4, choke |20, valve chamber ||9, past the unseated valve I I8, passage |29, chamber |30, passage I3| and'passage and pipe |32 to the volume reservoir 9. From the passage I3| fluid under pressure flows through choke |34, passage 19 and pipe 80 and passage -'8| to the relay piston chamber'82.

Fluid under pressure thus supplied to the relay piston chamber B2 causes the relay piston 83 to move inwardly from the position in which yit lis shown in Fig. 1. As the piston is thus moved, it causes the usual brake cylinder exhaust valve to close and the brake cylinder supplyvalve to open. With the supply valve open Vfluid under pressure flows from the supply reservoir I8 byfway of pipe |88, relay valve device and pipe I 89fto'the brake cylinder I2 causing the brake cylinder to act to f apply thebrakes.

Fluid under pressure flows from the passage I I3 through a passage H2 Ato the diaphragm chamber |01 of the control `valve device v|02 and when the pressure of fluid in this chamber has been increased to aroundthirty pounds the flexible diaphragm |03, being subjected Lto this pressure together with the pressure of fluid acting on the inner seated area of the valve |08, will be caused to flex outwardly against the opposing pressure of the spring |06, and as a result thevalve |08 will beunseated, so -that lfluid under pressure will flow from the passage -I-I2 through passage III and passage and pipe 98 to the take-up cylinder device. This permits the-equalization of the relay piston chamber and take-up cylinder pressures. 'I'hevalve |08 will-remain unseated until, as will hereinafter appear, the brakes are being released.

vFluid-under pressure supplied tothe passage 19 besides flowing to the relay piston chamber, also flows to the piston chamber |24 of lthe inshot valve device by way of acavity f90 inthe changeover slide valve 6|, passage I1,va Vcavity I 9| in the control slide valve 88, a 'passage -|02, -a cavity |93 in the emergency main slide valve 21, passage |21, volume reservoir |26 and passage |25. It will here be noted that since the flow of fluid under pressure to the chambers |24 and |30 of the inshot valve kmechanism-is fromthe Iauxiliary reservoir, the pressure of 'fluid in these chambers will increase together when Va service application of the brakes is being effected, so that the `spring |23 acts throughthe medium of the :inshot piston |2| and its stem |22 to maintain the valve IIB unseated, thus the inshot valve mechanism is rendered ineffective to vary the lrate of flow of fluid under pressure to the relay piston chamber-82.

In passenger train service, the brake equipment is usually charged 'to a high pressure say to about one-hundred and ten pounds, so that incase o1' an over reduction in brakepipe pressure in effecting a service application of the brakes,y the pressure of fluid in `the Ivolume reservoir and relay piston chamber will tend to rise above sixty-three pounds. When such a yrise occurs, the safety valve operates to vent fluid under pressure `from the piston chamber |24 and consequently from the relay piston chamber82 andvolum'e reservoir 9, so thatthe maximum pressure of the volume C reservoir and relay piston chambers and consequently of the brake cylinders is limited to sixtythree pounds.

Upon a service reduction in pressure in the emergency piston chamber 24, the emergency piston 25 and associated auxiliary slide valve, not shown, are shifted outwardly, i. e., in the direction toward the right hand, relative to the main slide valve 21, by fluid in the emergency valve chamber 28 at quick action chamber pressure. As the piston is thus shifted, it closes the communication between the emergency piston chamber 24 and the passage |65 connected to the passage 29 leading to the quick action chamber 30 and valve chamber 28, and at substantially the same time, the auxiliary slide valve establishes the usual atmospheric communication through which fluid under :pressure is vented from the valve chamber 28 and connected quick action reservoir 3|) at a rate substantially equal to the service rate of reduction in the pressure'of fluid in the emergency piston chamber 24, so that the operating pressure differential on the emergency piston 25 is substantially destroyed. By reason of this, unintentional further movement of the piston and auxiliary slide valve toward the right hand is prevented.

Release 0f the vbralcesafter a service` application with the equipment conditioned for passenger train operations To effect a release of the brakes after aservioe application, fluid under pressure is supplied to the brake pipe I and flows therefrom to the equalizing piston chamber I6 and emergency piston chamber 24 in the same manner as has hereinbefore-been described in connection with the initial charging of the equipment.

To initiate the release of the brakes, it is customary to first move the ybrake valve to release position, in 'which fluid under pressure is supplied directly from the main reservoir, not shown, to the brake pipe, and then, after a predetermined interval of time has elapsed, to move the brake valve to running position, in which fluid at feed valve pressure .is supplied to the brake pipe.

The initial supply of fluid at high pressure to the brake pipe rapidly increases the brake pipe pressure, the high head of pressure at the front end of the train being adapted to cause a rapid flow .of iluid under pressure to the rear of the train, so .as to accelerate the release of the brakes and the recharging ofthe brake equipment on the cars at the rear end of the train.

The rapid increase in brake pipe pressure creates a pressure differential on the piston I1 of the equalizing valve device which causes the piston and thereby the slide valves I9 and 20 to promptly .move to their normal release position in which `they are shown in Fig. 2. With the piston I1 in this position the feed groove |59 and feed passage |48 are open, so that lluid under pressure is permitted to flow at a restricted rate from the piston chamber I6 through both the feed groove and feed passage to the equalizing slide valve chamber 2-| Aand auxiliary reservoir 1.

With the equalizing main slide valve I9 in release position the cavity |53 therein is in registration with the passage |55, so that fluid under pressure is now supplied-at a restricted rate from the fully charged emergency reservoir to the equalizing slide valve chamber "2| and auxiliary reservoir 1 by way of pipe and passage 54, passage '63, change-over slide valve chamber 62,

choked port |56 in the change-over slide valve Iii, passage |55 and port |53 in the equalizing main slide valve I9, which latter port has been uncovered by the auxiliary slide valve 2li. Due to the restricting of ther ilow of fluid from the brake pipe to the auxiliary reservoir and equalising valve chambers and to the supplying of fluid from the fully charged emergency reservoir, to the auxiliary reservoir, the amount of uid taken from the brake pipe Will not be great, so that more fluid will iiow toward the rear of the train, thus hastening the recharge of the brake pipe on cars at the rear end of the train.

The choke in the port |56 limits the rate at which fluid flows from the emergency reservoir to such an extent that, after the brake valve is moved from release position to running position, and the brake, pipe pressure on the cars drops to or below that supplied by the feed valve device at the locomotive, the auxiliary reservoir pressure in valve chamber 2| will be less than the brake pipe pressure in piston chamber IB. By reason of this, unintentional movement of the equalizing valve parts from a release position toward service position in releasing the brakes is prevented.

With the equalizing main and auxiliary slide valves it and 2U, respectively, in release position, fluid under pressure is vented from the relay piston chamber 32 tothe atmosphere by Way of passage 8l, pipe SIB, passage. i9, choke |34, passage itl, chamber I3@ in the inshot valve device, passage it, valve chamber IIS, choke |23, passages I ifi and H3, cavity |69 in the control slide valve tit, passage Ille, port I'Ii in the equalizing main slide valve I9, cavity H2 in the auxiliary slide valve 225i, port il@ in the main slide valve, choked passage Elli, cavity I`l5 in the change-over slide valve ti and passage llt. Since the volume reservoir El is in open communication with the passage itil by Way of pipe and passage. |32, fluid under pressure is vented from said reservoir through the communication, just traced, which leads from the passage |3| to the atmosphere.

At the same time as fluid under pressure is being vented from the relay piston chamber 82 and volume reservoir 9, fluid under pressure is vented from the take-up cylinder device Il by Way oi pipe and passage 98, passage I, past the unseated valve ltd, passage H2, passage 3 and the communication, just traced, which leads from 'ie passage H3 to the atmosphere. Now when the pressure or" the take-up cylinder device II and relay piston chambers have been reduced, by the venting of iluid therefrom, as just described, to around thirty pounds, the valve |08 will be moved into seating engagement with the seat rib i ii@ by the action of the spring IBG and Will thereby cut off the flow. of iluid from the take-up cylinder device. i i by Way of passage i I2 and communications therefrom to the atmosphere.

Vvith the equalizing main slide valve i9 in release position the passage Il is in registration with the port Iii so that fluid under pressure is vented from the valve chamber 91 of the pilot valve device with the fluid under pressure being vented from the relay piston chamber 82. Now when the pressure of fluid in the relay piston chamber 82 and consequently in the slide Valve chamber 9i of the pilot valve device has been reduced to a low degree, say, for instance, to about ve pounds, the spring 911 acts to cause the pisto-n of the pilot valve device to move inwardly to its innermost position in which the gasket 99 seats upon the annularseat rib |00. The piston acting through the medium of the stem 95 shifts the slide valve 96 to its inner position in which, the cavity |63 in the slide valve establishes communication `from the passage I2 to the passage Iii, so that fluid under pressure is supplied from the control slide Valve chamber 39 to the control piston chamber 85. The pressures of uid acting cn the opposite sides of the piston 8e Will equalize quickly, so that the spring 86 acts to shift the piston and thereby the control slide valve @li to their normal release position as shown in Fig. 2 of the drawings.

With the control slide Valve 88 in this position, uid under pressure being vented from the relay valve piston chamber t2 and volume reservoir by way of passage H4, flows through passage H3, cavity i6@ in the control slide valve $38, and passage |6l to the atmosphere.

Further, With the slide valve 8S in this position, the cavity |69 in the slide valve establishes communication from the passage ii leading from the take-up cylinder device il, to the passage I'Ifi, so that fluid under pressure is vented from the take-up cylinder device by Way of port iii in the equalizing main slide valve is, cavity I'I2 in the auxiliary slide valve Zii, port ITIS in the main slide Valve, restricted passage I'ii, cavity in the change-over slide valve @i and passage |16.

It Will here be noted that when the slide valve 96 of the pilot valve device moves to its inner position the passage 93 leading from the take-up cylinder device li is connected to the slide valve chamber S'I, so that fluid under pressure from the take-up cylinder device equalizes into said chamber, but the equalized pressure acting on the inner seated area of the rear face of the piston is insuflicient to cause the piston to move outwardly against the opposing pressure of the spring Sie, so that the piston and slide valve Will remain in their inner position. Since the passage et is connected to the atmosphere the chamber illwill be vented with the take-up cylinder device.

Fluid under pressure is vented from the piston chamber |24 of the inshot valve device by way oi passage |25, volume chamber passage i277, cavity |93 in the emergency main slide valve, passage |92, a cavity ilii in the slide valve iid of the control valve device, a passage 2M, a cavity 202 in the equalizing main slide valve, port iii, cavity |l2 in the auxiliary slide valve 2G, port |l3 in the equalizing main slide valve, passage l'iil, cavity |75 in the change-over slide valve @l and passage |16.

Upon the venting of uid under pressure from the volume reservoir and piston |32 the relay valve device 6 will function to vent iiuid under pressure from the brake cylinder i2 in identically the same manner as the corresponding device does in the equipment disclosed in our aforesaid pending application, Serial No. 743,545.

It Will here be understood that by delaying the release operation of the take-up cylinder device until after the brake cylinder pressure has been reduced to a low degree and then reducing the brake cylinder pressure at a rate faster than that of the reduction in the take-up cylinder pressure, the automatic unlatching operation of the latch box mechanism carried by the brake cylinder Will be insured before such mechanism is subjected to the releasing action of the take-up cylinder device, thus eliminating the possibility of damage to the latch mechanism by the taire-up cylinder device.

Emergency application of the brakes with the equipment conditioned for passenger train` operation To effect an emergency application of the brakes, fluid under pressure is vented from the brake pipe I and from the connected equalizing valve piston chamber I6 and'emergency valve piston chamber 24 at a rapid rate, and upon said reduction, the equalizing valve device operates in the same manner as in effecting a service application of the brakes to supply fluid under pressure from the auxiliary reservoir to the passage |10.

With the cqualizing valve device in application position, the control valve mechanism 5 functions in the same manner as in effecting a service application of the brakes to first supply fluid under pressure to the take-up cylinder device until the pressure thereof is increased to about thirty pounds, to then supply fluid under pressure to the relay piston chamber 82 `and volume reservoir 9 and to finally supply fluid under pressure to both the take-up cylinder device and relay piston chamber and volume reservoir 9.

At substantially the same time as the equalizing valve device operates upon an emergency reduction in brake pipe pressure, fluid under pressure in the emergency piston chamber 28, acting on the inner face of the emergency piston 25, causes the piston to move outwardly into sealing engagement with the gasket which is interposed between the casing of the emergency valve device and the pipe bracket I3. As the piston is being moved to this position, it closes the communication through the restricted passage |65 from the emergency piston chamber 24 to the passage 29 connecting the emergency valve chamber 28 and quick action chamber 30. After the passage |65 has thus been covered by the piston the usual auxiliary sli-de valve, not shown, but which is being moved by the emergency piston, uncovers a port in the emergency main slide valve 21 and thereby permits fluid under pressure to flow from the valve chamber 28 and quick action reservoir 30 to the quick action vent valve device I5, causing this latter device to function to vent fluid under pressure from the brake pipe in the usual manner. The piston now shifts the main slide valve 21 to application position and as the valve is thus being shifted it first closes the passage |21 leading to the piston chamber |24 of the inshot valve device and safety valve device |40 and then brings the cavity |93 into registration with the emergency reservoir passage 63. Since the cavity |93 remains in communication with the passage |92 fluid under pressure flows from the emergency reservoir to this latter passage. Due to the passage |92 being lapped by the control slide valve S8, fluid under pressure will not flow from this passage until the control valve device is moved to its outer position. When the pressure has been increased to about thirty pounds the control piston 84 shifts the control slide valve 88 to its outer position in which the cavity |9| establishes communication from the passage |92 to the passage 11 so that fluid under pressure from the emergency reservoir flows through this latter passage to the piston chamber 82 of the relay valve device by way'of cavity |90 in the changeover slide valve 6|, passage 19, pipe 80 and passage 8|. It will here be noted that the flow of fluid from the auxiliary reservoir to the relay piston chamber 82 is controlled by the choke |34 and that the flow of fluid from the emergency reservoir is by way of passage 19 which bypasses the choke. It will also be noted that the volume reservoir 9 is connected to the passage |3| at a point intermediate the inshot valve device and the choke |34 so that the reservoir will have little or no effect upon the rate of increase in the pressure of fluid in piston chamber 82 of the relay valve device, thus the relay piston cham ber pressure is increased rapidly and as a result effects a prompt application of the brakes.

It will here be understood that since the emergency main slide valve 21 laps the passage |41 before the emergency reservoir passage 63 is in communication with the cavity |93, the inshot piston chamber |24 will be at atmospheric pressure. Nowwhen the pressure of fluid in chamber |3| of the inshot valve device and acting on the inner seated area of the rear face of the inshot piston |2| is sufficient to overpower the spring |25 acting on the opposite face of the piston, the piston will move outwardly so that the spring |28 will seat the valve iB and thereby cut off the flow of fluid to passage |3| by Way of passage |29. With the valve thus seated, fluid under pressure flows from valve chamber ||9 to passage |3| by way of the choke |33 and chamber |30 but this retardation of the rate of flow of fluid to the passage E3| will have little or no effect upon the rate of increase in the pressure of the relay piston chamber for, as will be understood from the foregoing description, fluid under pressure flows at a rapid rate to the relay piston chambers independently of the chokes |33 and |34.

It will be understood that with the passage 21 lapped by the emergency main slide valve 21, the safety valve device |40 is rendered inoperative so that the emergency and auxiliary reservoir pressures may equalize into the volume reservoir and relay piston chamber at a higher pressure than would be possible if this were not the case.

Release of the brakes after an emergency application wzth the equipment conditioned for passenger train operation To effect a release of the brakes after an emergency application, fluid under pressure is supplied to the brake pipe in the usual marmer and flows to the equalizing piston chamber |6 and to the emergency piston chamber 24.

Fluid in the equalizing valve chamber I6 is at reduced auxiliary reservoir pressure and fluid in the emergency valve chamber 28 is at atmospheric pressure, so that upon a slight increase in brake pipe pressure, the emergency piston 25 will start to move rearwardly to release position before the equalizing valve device is caused to move to release position.

Now when the brake pipe pressure has been increased about one and one-quarter pounds above the reduced auxiliary reservoir pressure in the equalizing valve chamber 2|, the equalizing valve device will be caused to move to release position. With the equalizing valve device in this position the release of fluid under pressure from the relay piston chamber 92, volume reservoir 9 and take-up cylinder device will be accomplished in substantially the same manner as has heretofore been described in connection with the release of the brakes after a service application of the brakes.

Operation of the equipment with the changeover valve device in position to condition the equipment for express train operation When a car equipped with a fluid pressure equipment embodying the invention is employed in express train service, the signal pipe pressure, being higher than forty-five pounds, causes the ilexible diaphragm 34 of the change-over control valve device to operate to shift the stem 44 and thereby the control slide valve 45 to their innermost position as shown in Fig. 3. As the slide valve is being moved beyond the position it assumes in passenger service, the stem 44, acting through the medium of the spring seat 52, causes the spring seat 5| to move toward the left relative to the member 41, compressing spring 53. As the spring 53 is being thus compressed, the slide valve 45 uncovers passage 4| to the slide Valve chamber 42 which is connected to the atmosphere through passage 43, thus venting diaphragm chamber 45 to the atmosphere. With chamber 45 thus vented the spring 53 acts to move the member 41 longitudinally relative to the stem 44 and spring seats 52 and 5| to its extreme left hand position as shown in Fig. 3, in which position, the ring 51 carried by the stem 55 of the member engages the spring seat 5 From this, it will be apparent that the stem 55 is relieved of the pressure of the spring 53. The spring 55 continues to act on the spring seat 52 and stem 44, but is of such a value that it cannot cause these parts and slide Valve 45 to shift out of the adjusted position they have assumed until such time as the pressure of fluid in the diaphragm chamber 56 has been reduced to around ten pounds, but such a reduction in signal pipe pressure will not occur unless the car carrying the equipment is set out of a train. From this, it will be understood that when the several parts of the change-over control valve device have been positioned to condition the equipment for express train service, it cannot unintentionally assume its passenger service position even though, due to leakage, the signal pipe pressure may be subsequently reduced to as low as fortyve pounds.

With the control slide valve in its innermost position, the port |15 is in registration with the passage 59, so that the piston chamber 65 of the change-over valve device is vented to the 45 atmosphere. Further, with the slide valve in this position, the cavity |55 connects the passages 65 and 61 together, so that the fluid under preslsure'frorn the change-over slide valve chamber 62, which is in communication with the emergency reservoir, flows to the change-over piston chamber and causes the change-over pistons and slide valve 5| to move to their eXtreme left hand position as shown in Fig. 3. The slide valve 45 is, provided with a portv |55 which es- 55 tablishes communication from the passage 14 to the slide valve chamber 42 and consequently to the atmosphere, so that the diaphragm chamber 13 is at atmospheric pressure. The change-over Valve mechanism is now in position to condition the equipment for express train operation and will remain in this position so long as the signal pipe pressure does not reduce below ten pounds.

With the change-over valve mechanism positioned to condition the equipment for express train operation, the equipment, with but few eX- ceptions, which will hereinafter be enumerated, is substantially the same as when the equipment is conditioned for passenger train operation.

The rst difference is that, with the changeover slide valve 5| in this position, the communication between the passages 25 and |5| is out off, so that fluid under pressure is supplied from the equalizing piston chamber I5 to the equalizing slide valve chamber 2| and auxiliary reservoir by way of the feed groove |55, passage M8, choke |55 and passage and pipe 23, instead of by Way of these two communications and the additional communication established by the cavity |52 in the change-over slide valve 5| when said valve is in position to condition the equipment for passenger train operation. By thus cutting off the last mentioned communication the charging rate of the equalizing piston chamber and auxiliary reservoir is slower than that of the rate of charge in passenger train service.

A second diiference is that the passage |55 is connected to the change-over slide valve chamber 52 and consequently to the emergency reservoir through a port |11 in the change-over slide valve instead of through the port |55. In releasing the brakes, the flow of fluid under pressure from the brake pipe to the equalizing valve chamber and connected auxiliary reservoir by way of the choke |34 and feed groove |59 and from the emergency reservoir to said chamber by way of the choked passage |11 is so restricted that the increase in the pressure of fluid in the equalizing valve chamber will be at a slower rate than that of the increase in brake pipe pressure in the equalizing piston chamber, so that there will be no tendency for the equalizing valve parts to be unintentionally shifted to lap position when a full release of the brakes is being effected.

Another difference is that in effecting an emergency application of the brakes the passage 11, instead of being connected to the passage 15, is connected to the passage I i4 through a cavity 253, so that fluid under pressure supplied from the emergency reservoir to the passage 11 ows to the relay piston chamber 82 by way of passage 15 past the valve 1| which is open by the pres- Sure of fluid in the passage 15, a choke 254 in the passage 18, passage 19, pipe 55 and passage 8|. In effecting an emergency application, fluid under pressure is supplied to the volume reservoir 9 and relay piston chamber in the same manner as described in connection With the eiecting of a service application of the brakes with the equipment conditioned for passenger train operation. It will be noted that the increase in relay piston chamber pressure consequently in the brake cylinder pressure will be at two different rates, that is to say, there Will be an inshot of fluid under pressure as controlled by the chokes |34 and 254 until such time as the relay piston chamber has been increased sufficiently to cause the inshot valve device to operate to seat the inshot valve H5, and then there will be a slow increase in pressure as controlled by the chokes |33 and 254.

A further difference is that the graduated release passage |14 is lapped by the change-over slide valve 5I and a direct release passage 256 is connected through a cavity 251 in the slide valve 5| to the passage |15. By reason of this, graduated release operations are cut out in express train service. The graduated release features of theapparatus are substantially the same as those fully described and claimed in our aforementioned pending application, Serial No. '734,546 and for this reason a detail description of such features is deemed unnecessary in the present application.

Operation of the equipment with the change-over valve device in position to condition the equipment for freight train operation In cars equipped especially for freight train service the signal pipe is omitted, so that when a car equipped With a fluid pressure brake equipment embodying the invention is employed in freight train service, the signal pipe 2 Will be opened to the atmosphere through the usual coupling hose at `each end of the car, consequently the signal pipe and connected diaphragm chambers 36 of the change-over control valve device will be at atmospheric pressure.

With this chamber 36 at atmospheric pressure, the spring 53 acting through the medium of the spring seat 52 maintains the stem 44 and control slide valve 45 in their extreme outer position, as shown in Fig. 4, in which position the diaphragm 34 may stop against the casing and in which the spring seat 52 stops against the shoulder 56 of the casing.

With the control slide valve 45 thus positioned, the piston chamber 68 of the changeover valve device is connected to the atmosphere by way of passage 69, control slide valve chamber 42, and passage 43. Further, with the control slide valve 45 in this position, the cavity |58 therein connects the passage 65 to the passages 61 and '|4.

In charging, uid under pressure supplied to the equipment flows through passage 65, cavity |58 in the control slide valve 45, and passages 6'! and 'I4 to the piston chamber 56 of the changeover valve device and chamber 13, respectively. Fluid under pressure thus supplied to the chamber 66 causes the change-over piston assembly to operate to shift the change-over slide valve 6| to the position in which it is shown in Fig. 3 if the piston and slide valve are not already in this position. The change-over valve mechanism is now in position to condition the equipment for freight train service.

It will here be noted that the change-over slide valve 6| assumes the same position in both eX- press train service and freight train service, and that with the exception of the control of the rate of build up of pressure in the relay piston chamber 62 in eifecting an emergency application of the brakes, is the same as in express train service.

In effecting an emergency application of the brakes in express train service, the valve 1| is unseated so that uid under pressure from the emergency reservoir is supplied directly to the relay piston chamber 82 by Way of choke 264 and passage 18, but in freight train service, uid under pressure in chamber 13 maintains the valve 1| seated so that fluid under pressure from the emergency reservoir hows to the relay piston chamber 82 by Way of passage 11, a cavity in the change-over slide valve 6|, passage I I4, choke |20, valve chamber ||9 of the inshot valve device, past the open inshot valve ||8, passage |20, chamber |30, passage |3|, choke |34, passage 19, pipe 80, and passage 8|.

Now when the pressure of uid being supplied to the relay piston chamber through chamber |38 in the inshot valve device and passage i3! and acting on the inner seated area of the inshot valve piston |2|, becomes great enough to overcome the opposing force of the spring |23, said valve piston moves to its outermost position in which the face of the Valve piston seats on a gasket mounted in the casing.

As the inshot valve piston is thus being moved the spring |28 acts to seat the inshot valve H8, thereby closing olf the rapid flovv of fluid from the auxiliary reservoir and emergency reservoir to the relay piston chamber by way of passage |29, in the inshot valve device. With the valve H8 thus seated, fluid under pressure continues to Vflow from the inshot valve chamber ||9 to the relay piston chamber by Way of the choke |33, which choke forms a by-pass communication around the valve ||8.

Since the inshot valve chamber ||9 is connected through passage |39 to the chamber |38, the pressure of fluid in chamber ||9 acts on the inner seated area of the timing valve H6, and that portion of the diaphragm and valve which is exposed to the pressure of fluid in chamber |36 is subjected to the pressure of fluid supplied through the choke |35, so that one side of the flexible diaphragm ||1 is subjected to fluid at relay piston chamber pressure and the pressure of fluid in chamber |35. The other side of this diaphragm is subjected to the reducing quick action chamber pressure in the emergency valve chamber 28 and to the pressure of spring |31. When the increasing pressure of the first mentioned side of the flexible diaphragm. becomes sufcient to overcome the pressures of fluid and spring acting on the other side, said diaphragm is flexed outwardly, permitting fluid under pressure acting on the inner seated area of the valve to move the valve from its seat. A

rThe pressure of fluid acting on the inner seated area of the valve is greater than the fluid pressure in diaphragm chamber |36 due to the restriction offered to the flew of fluid by choke |35, so that upon breaking the seal between the valve and its seat, the Whole surface of the ilexng portion of the diaphragm is subjected to the higher pressure from chamber |38, which results in the diaphragm being quickly flexed out- Wardly, permitting fluid Yunder pressure from chamber |38 to unseat the valve with a snap like action. With the valve unseated, fluid under pressure now flows from the chamber |38 past the unseated valve l |6 and through the choke |35, chamber |38 in the inshot valve mechanism, and passage |3| to the volume reservoir 9 and relay piston chamber 82. Since fluid under pressure continues to ew through the choke |33 in the inshot valve device to the brake cylinders this third stage of increase in brake cylinder pressure will be at a fairly fast rate. The relay piston chamber pressure continues to build up to equalization with the pressure in said reservoir.

Brief summary of the controlled build up of brake cylinder pressure, the control of the take-up cylinder cmd brake cylinder and the control of the change-over valve mechanism From the foregoing description, it will be apparent that the improvements in the uid pressure brake equipment involves first; the feature of controlling the rate of increase in brake cylinder pressure differently in each class of train service in effecting an emergency application of the brakes; second, the feature of controlling the sequential supply of fluid under pressure to and the sequential release of fluid under pressure from the take-up cylinder and the brake cylinder; and third, the feature of controlling the operation of the change-over valve mechanism in a simple and novel manner.

As to the first feature, it Will be noted that in effecting an emergency application of the brakes with the equipment conditioned for passenger train service, fluid under pressure flows from the emergency reservoir by Way of the brake cylinder control valve device and change-over valve device directly to the piston chamber 82 of the relay valve device that is to say, independently of the volume reservoir 9 and inshot valve device, thus insuring the prompt and rapid build up of brake cylinder pressure. In express train service the change-over valve device cuts off direct communication from the emergency reservoir to the relay piston chamber 82 and cuts the valve 'll into operation so that there will be a rapid inshot of fluid under pressure to the relay piston chamber by way of the open inshot valve H8 followed by a more gradual build up as controlled by the choke |33 upon the seating of the inshot valve H8 and by the choke 204 upon the unseating of the valve 1l. In freight train service the inshot valve device and timing valve IIB function to control the build up of brake cylinder pressure in three stages in'substantially the same manner as in the "AB brake equipment, that is to say, there will be a rapid inshot of fluid to the brake cylinder followed by a gradual increase inbrake cylinder pressure as controlled by the choke |33 and finally a rapid build up in brake cylinder pressure due to the opening of the timing valve IIB.

As to the second feature, the brake cylinder control valve device functions to first supply iluid under pressure to the take-up cylinder and to then supply fluid under pressure to the brake cylinder in effecting an application of the brakes. In effecting the release of the brakes the valve device 62 cooperates with the brake controlling valve device to hold back the release of iluid under pressure from the take-up cylinder until such time as the brake cylinder pressure has been reduced to some low degree, thus insuring the complete release movement of the brake cylinder piston before the take-up cylinder piston starts to move to release position. By reason of this, the liability of damage to latch mechanism, carried by the brake cylinder piston, by the movement of the piston of the take-up cylinder, is eliminated.

' The third feature involves the control and action of the spring 53. This spring is adapted to be rendered effective, by fluid under pressure acting on the flexible diaphragm 35, to stop the change-over control abutment 34 and slide valve 45 in their passenger train position and to yieldably oppose movement of the abutment and slide valve from passenger train position to their express train position. However, as the control slide valve is being moved to express train position, the pressure of fluid acting on the diaphragm is reduced to atmospheric pressure so that the spring 53, which has been partially compressed, is permitted to expand to its maximum length. Due to this expansion the spring is rendered ineffective to exert pressure on the control abutment and slide valve and as a consequence the abutment and slide valve will remain in their express train position until such time as the signal pipe pressure has been reduced to ten pounds or less, thus insuring against unwanted movement of the control valve device from express train position to passenger train position upon unintentional variations in signal pipe pressure.

While one illustrative embodiment of the invention has been described in detail, it is not our intention to limit its scope to that embodiment or otherwise than by the scope of the appended claims.

Having now described our invention, what We claim as new and desire to secure by Letters Patent, is:

1. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure Within a certain range of pressures to one of the change-over positions, means for loading the mechanism in said position to prevent the mechanism from moving to another of the change-over positions unless the pressure for actuating the mechanism is in excess of the maximum pressure of said range of pressures, said means being normally maintained in its loading position by iluid under pressure, and f Y 2. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure Within a certain range of pressures to one of the change-over positions, and means positioned by iluid under pressure for loading said mechanism in said position against movement to another of the change-over positions unless the pressure of fluid for actuating the mechanismis in excess of the maximum pressureI of said range of pressures, said means being operable out of loading relationship with the mechanism when the mechanism is being moved to said other position.

3. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operativey by fluid under pressure Within a certain range of z pressures to one of the change-over positions, means positioned by fluid under pressure for loading said mechanism in said position against movement to another of the change-over positions unless the pressure of fluid for actuating the mechanism is in excess of the maximum pressure of said range of pressures, said means being movable out of loading relationship with said mechanism upon the release of fluid pressure acting thereon, and means included in said mechanism operative upon movement of the mechanism toward said other position for venting fluid under pressure acting on said means.

4. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure within a certain range of pressures to one of the change-over positions and being operative to another of said change-over positions by fluid at a pressure in excess of the maximum pressure of said range of pressures, yieldable resistance means loading said mechanism against movement to said other position unless the pressure of fluid for actuating the mechanism is in excess of the maximum pressure of said range of pressures, means subject to fluid under pressure for maintaining said' yieldable resistance means in loading position and operative upon the venting of fluid under pressure acting thereon to permit the loading means to move out of loading relationship with said mechanism, and means included in said mechanism operative when the mechanism is moved toward said other changeover position for venting fluid under pressure from the second mentioned means.

5. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination,a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure Within a certain range of pressures toI one of the change-over positions, means positioned by fluid underpressure for loading the mechanism in said change-over position to prevent the mechanism from moving to another of said change-over positions unless the pressure of fluid for actuating the mechanism is in excess of the maximum pressure of said range of pressures, and means operative upon movement of said mechanism from the first mentioned changeover position towards said other change-over position for venting fluid under pressure acting on the loading means, to permit the loading means to move out of loading relationship with said mechanism.

6. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of changeover positions and being operative by fluid under pressure within a certain range of pressures to one of the change-over positions, means positioned by fluid under pressure `for loading the mechanism in said change-over position and operative upon the venting of fluid under pressure therefrom for permitting said valve mechanism to move to said other position, and means included in said mechanism for controlling the supply of fluid under pressure to and the release of fluid under pressure from said means.

'7. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure within a certain range of pressures to one of the change-over positions, means positioned by fluid under pressure for loading the mechanism in said change-over position and operative upon the venting of fluid under pressure therefrom for permitting said valve mechanism to move to said other position, means operative upon movement of said valve mechanism by fluid at a pressure in excess of the maximum pressures of said range of pressures for venting fluid under pressure from the first mentioned means, and means operative upon movement of said valve mechanism upon a reduction in the pressure of fluid acting thereon to a pressure below the minimum pressure of said range of pressures to supply fluid under pressure to said means for positioning said means to load said mechanism.

8. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure Within a certain range of pressures to one of the change-over positions, means for loading the mechanism in said position to prevent the mechanism from moving to another of the change-over positions when the pressure of fluid for actuating the mechanism does not exceed the maximum pressure of said range of pressures, and for yieldably opposing movement of the mechanism to the said other change-over position when the pressure of fluid for actuating the mechanism exceeds said maximum pressure, means subject to fluid under pressure for maintaining the loading means in position to load said mechanism so long as the pressureA of fluid acting on said mechanism does not exceed said maximum pressure, and means included in the valve mechanism operative upon movement of the valve mechanism towards said other change-over position for venting nfluid. under pressure from said means to render the loading means ineffective to exert pressure on said mechanism.

9. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure within a certain range of pressures to one of the change-over positions, means positioned by fluid under pressure for loading the mechanism in said position to prevent the mechanism from moving to another of the change-over positions unless the pressure of fluid for actuating the mechanism is in excess of the maximum pressure of said range of pressures, means included in the mechanism operative to vent fluid under pressure from said means when the mechanism is moved towards said other change-over position to relieve the mechanism of the load imposed thereon by said means, and means operative when the pressure for actuating the mechanism is less than the minimum pressure of said range of pressures for moving the mechanism to a third change-over position.

10. In a lluid pressure brake equipment adapted to be conditioned to function for different classes of train service, in combination, a change-over valve mechanism for selectively conditioning the equipment for any one of said classes of train service, said mechanism having a plurality of change-over positions and being operative by fluid under pressure within a certain range of pressures to one of the change-over positions, a spring for yieldably opposing movement of the mechanism to said change-over position, stop means normally positioned by fluid under pressure to stop the movement of the mechanism in said change-over position when the pressure of fluid for actuating the mechanism is Within said range of pressures, said stop means being adapted to yieldably oppose the movement of the mechanism from said change-over position to another change-over position when the pressure of fluid for actuating the mechanism is in excess of the maximum pressure of said range of pressures, and means included in said mechanism operative as the mechanism is moved to said other change-over position to relieve said stop means of the pressure of fluid to permit said stop means f 'to relieve the mechanism of the pressure of said to be conditioned to function for different classes of train service, a change-.over valve mechanism for selectively conditioning the brake equipment for any one of said classes of service, said mechanism comprising uid pressure controlled valve means having a change-over position for each class of service and being operative from one change-over position to another upon an increase in iiuid under pressure and to a third position upon a further increase in iiuid pressure, means positioned by uid under pressure for loading said valve means in said other position and means operative to vent fluid under pressure from said means upon movement of said valve means from said .other change-over position to said third change-over position to vent fluid under pressure acting on the loading means for causing the loading means to function to unload said valve means.

12. In a fluid pressure brake equipment adapted to be conditioned to function for different classes of train service, a change-over valve mechanism for selectively conditioning the brake equipment for any one of said classes of service, said mechanism comprising fluid pressure controlled valve means having a change-over position for each class of service and being operative from one change-over position to another upon an increase in fluid under pressure and to a third position upon a further increase in fluid pressure, means positioned by fiuid under pressure for loading said valve means in said other change-over position, means operative to vent iiuid under pressure from said means upon movement of said valve means from said other change-over position to said third change-over position for causing the loading means to function to unload said valve means, and means for moving said valve means from the third change-over position to the first mentioned change-over position only when the pressure of the fluid acting on the valve mechanism has been reduced below that required to move it to said other change-over position.

13. In a fluid pressure brake adapted to be changed over to function for different classes of service, in combination, a change-over valve mechanism comp-rising iiuid pressure controlled valve means operative to selectively condition the equipment for any one of said classes of service, yielding resistance means for opposing movement of said valve means from one of said changeover positions to another, a second yielding resistance means for opposing movement of said valve means from said other change-over position to a third change-over position, means. subject to iiuid under pressure for positioning said second resistance means to oppose movement of the valve means to said third position and operative upon a reduction in the pressure of fluid acting thereon for relieving the valve means of the load imposed thereon by said second resistance means, and means operative upon movement of the Valve means toward said third position against the opposition of said second resistance means for reducing the pressure of fluid acting on said means.

14. In a iiuid pressure brake equipment, in combination, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to Said take-up cylinder,

" 75 valve means normally establishing a communication through Which fluid under pressure supplied by the equalizing valve device flows to the take-up cylinder and operative upon a predetermined increase in take-up cylinder pressure to cut off said communication and to establish a communication through which fluid supplied by the equalizing valve device flows to effect the supply of fluid under pressure to the brake cylinder to apply the brakes, and means operative upon a predetermined increase in the pressure of fluid supplied by the equalizing valve device to establish communication between the second mentioned communication and the take-up cylinder.

l5. In a fluid pressure brake equipment, in combination, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, valve means normally establishing a communication through which iiuid under pressure supplied by the equalizing valve device ows to the take-up cylinder and operative upon a predetermined increase in take-up cylinder pressure to cut oi said communication and to establish a communication through which iiuid supplied by the equalizing valve device flows to effect the supply of fluid under pressure to the brake cylinder to apply the brakes, and means operative when the pressure of fluid supplied to effect the operation of the brake cylinder becomes substantially equal to the take-up cylinder pressure to supply fluid under pressure to the take-up cylinder.

16. In aiiuid pressure brake equipment, in combination, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, valve means normally establishing a communication through which fluid under pressure supplied by the equalizing valve device flows to the takeup cylinder and operative upon a predetermined increase in take-up cylinder pressure to cut E said communication and to establish a communication through Which fluid supplied by the equalizing valve device flows to effect the supply of fluid under pressure to the brake cylinder to apply the brakes, and means subject to the pressures of the take-up cylinder and brake cylinder and operative upon a predetermined increase in pressure of fluid supplied to effect the operation of the brake cylinder to establish a communication between the second mentioned communication and the take-up cylinder.

17. In a iiuid pressure brake equipment, in combination, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, valve means normally establishing a communication through which iiuid under pressure supplied by the equalizing valve device flows to the take-up cylinder and operative upon a predetermined increase in take-up cylinder pressure to cut oif said communication and to establish a communication through which fluid supplied by the equalizing Valve device ows to effect the supply of fluid under pressure to the brake cylinder to apply `the brakes, a spring, and means subject to the opposing pressures of said spring and take-up cylinder pressure and the pressure of `fluid being supplied to effect the supply of fluid under pressure to the brake cylinder and operativeupon a predetermined increased in the latter pressure for establishing communication between the last mentioned communication and the takeup cylinder.

18. In a iluid pressure brake, in combination, a brake pipe, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, a relay valve device adapted to be operated by fluid under pressure to supply fluid under pressure to the brake cylinder, a valve device normally establishing a communication through which fluid under pressure flows to the take-up cylinder and operative to cut off said communication and to establish another communication through which fluid under pressure supplied by the equalizing valve device flows to the relay valve device means operative upon a predetermined increase in the pressure of iluid supplied to the take-up cylinder for effecting the operation of said valve means, and means operative upon a predetermined increase in the pressure of fluid being supplied to the relay valve device for establishing a communication through which fluid under pressure being supplied to the relay valve device also flows to the take-up cylinder.

19. In a fluid pressure brake, in combination, a brake pipe, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, a relay valve device adapted to be operated by fluid under pressure to supply fluid under pressure to the brake cylinder, a valve device normally establishing a communication through which fluid under pressure flows to the take-up cylinder and operative to cut off the communication and to establish another communication through which fluid under pressure supplied by the equalizing valve device flows to the relay valve device, means operative upon a predetermined increase in the pressure of the fluid supplied to the take-up cylinder for effecting the operation of said valve means, and means operative When the pressure of fluid being supplied to the relay valve device becomes substantially equal to the take-up cylinder pressure to establish a communication through which fluid being supplied to the relay valve device floWs to the take-up cylinder.

20. In a fluid pressure brake, in combination va brake pipe, a brake cylinder, a take-up cylinder,

an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, a relay valve device adapted to be operated by fluid under pressure to supply fluid under pressure to the brake cylinder, a valve device normally establishing communication through which fluid under pressure flows to the take-up cylinder and operative to cut off said communication and to establish another communication through which fluid under pressure supplied by the equalizing valve device flows to the relay valve device, means operative upon a predetermined increase in the pressure of iluid supplied to the take-up cylinder for .f effecting the operation of said valve means, and

means operative When the pressure of fluid supplied to the relay valve device becomes substantially equal to the take-up cylinder pressure to -supply fluid under pressure to the take-up cyllnder.

21. In a uid pressure brake, in combination, a brake pipe, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, a relay valve device adapted to be operated by fluid under pressure to supply fluid under pressure to the brake cylinders, a valve device normally establishing communication through which iluld under pressure ilovvs to the take-up cylinder and operative to cut off said communication and to establish another communication through which fluid under pressure supplied by the equalizing valve device flows to the relay valve device, means operative upon a predetermined increase in the pressure of fluid supplied to the take-up cylinder for effecting the operation of said Valve means, and valve means subject to one side to take-up cylinder pressure and the pressure of iluid being supplied to the relay valve device and on the opposite side to a constant pressure and operative upon a predetermined increase in the pressure of fluid being supplied to the relay valve device for supplying fluid under pressure to the take-up cylinder.

22. In a fluid pressure brake, in combination, a brake pipe, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, valve means operative upon a predetermined increase in the pressure of iluid in the take-up cylinder for establishing a communication through which an equalizing valve device supplies fluid under pressure to effect an application of the brakes. and for cutting off the supply of fluid to the take-up cylinder, and means operative upon a predetermined increase in the pressure of fluid being supplied to effect an application of the brakes to connect the last mentioned communication and take-up cylinder.

23. In a uid pressure brake, in combination, a brake pipe, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up cylinder, a valve device operative upon a predetermined increase in the pressure of fluid supplied to the take-up cylinder for establishing a communication through which fluid under pressure supplied by the equalizing valve device flows to effect the supply of fluid under pressure to the brake cylinder and for cutting oil the supply of iluid under pressure to the take-up cylinder, and valve means operative upon a predetermined increase in the pressure of fluid in said communication for establishing communication between said communication and take-up cylinder.

24. In a fluid pressure brake, in combination, a brake pipe, a brake cylinder, a take-up cylinder, an equalizing valve device operated upon a reduction in brake pipe pressure for supplying fluid under pressure to said take-up brake cylinder, a valve device operative upon a predetermined increase in the pressure of fluid supplied to the take-up cylinder for establishing a communication through which said equalizing valve device supplies fluid under pressure to effect the supply of fluid under pressure to the brake cylinder and for cutting olf the supply of fluid under pressure from said communication to the take-up cylinder, and valve means operated when the pressure of fluid in said communication becomes substantially equal to take-up cylinder pressure for again supplying fluid under pressure from said communication to the take-up cylinder.

25. In a fluid pressure brake, in combination, a brake pipe, a take-up cylinder, a brake controlling valve device operative upon a reduction in brake pipe pressure for supplying fluid under pressure to the take-up cylinder, valve means operative upon a predetermined increase in take-up cylinder pressure for cutting off the flow of fluid to the take-up cylinder and for establishing a communication through which fluid under pressure is supplied to effect an application of the brakes, a valve operative upon a predetermined increase in the pressure of fluid in said communication for supplying fluid under pressure from said communication to said take-up cylinder, said brake controlling valve device being operative upon an increase in brake pipe pressures for venting fluid under pressure from said take-up cylinder and communication to initiate a release of the brakes, said valve being operative upon a predetermined reduction in the pressures of the take-up cylinder and communication for cutting off the flow of fluid from said take-up cylinder, and said valve means being operative upon a further reduction in the pressure of iluid in said communication for venting fluid under pressure from said communication and take-up cylinder to effect the release of the brakes.

26. In a fluid pressure brake, in combination, a brake pipe, a take-up cylinder, a brake controlling valve device operative upon a reduction in brake pipe pressure for supplying fluid under pressure to the take-up cylinder, valve means operative upon a predetermined increase in take-up cylinder pressure for cutting off the flow of fluid to the take-up cylinder and for establishing a communication through which iluid under pressure is supplied to effect an application of the brakes, a valve operative upon a predetermined increase in the pressure of the fluid in said communication for supplying fluid from said communication `to said take-up cylinder, said brake controlling valve device being operative upon an increase in brake pipe pressure for. venting fluid under pressure from said take-up cylinder and communication through a communication common to both to initiate a release of the brakes, said valve being operative upon a predetermined reduction in the take-up cylinder and communication for cutting off the flow of fluid from said take-up cylinder, and said valve means being operative upon a further reduction in the pressure of fluid in said communication for establishing a communication through which fluid under pressure is vented from the take-up cylinder and for establishing another communication through which fluid under pressure is vented from said communication at 'a faster rate than fluid is being vented from the take-up cylinder.

27. In a fluid pressure brake, in combination, a

brake pipe, two brake cylinders, brake controlling valve means operative upon a reduction in brake pipe pressure for supplying fluid under pressure to effect the supply of fluid under pressure to said brake cylinders to apply the brakes and operative,

a vice having a restricted exhaust passage and being operative upon an increase in brake pipe pressure in effecting a release of the brakes for effecting the release of fluid under pressure from both of said brake cylinders by way of said restricted exhaust passage, a valve operative upon a predetermined reduction in brake cylinder pressure for cutting off the flow of fluid from one of said brake cylinders, and means operative upon a predetermined reduction in the other of said brake cylinders for establishing communication through which fluid under pressure is vented by way of said restricted passage to effect the release of fluid under pressure from the first mentioned brake cylinder and for establishing a communication of greater flow area than that of the restricted passage through Which fluid under pressure is vented from the said other reservoirl 28. In a fluid pressure brake, in combination, a brake pipe, a brake controlling valve device operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, means for regulating the flow of fluid under pressure in one `class of train service in effecting an emergency application of the brakes, means for regulating the flow of fluid under pressure in another class of train service in effecting an emergency application of the brakes, and a change-over valve device having a position in which communication is established for supplying fluid under pressure in effecting an emergency application of the brakes independently of said means.

29. In a fluid pressure brake adapted to be conditioned for different classes of train service, in combination, a brake pipe, a brake controlling valve device operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, valve means operative in one class of train service to regulate the flow of fluid under pressure in effecting an emergency application of the brakes, means operative in another class of train service and cooperating with said valve means to regulate the flow of fluid under pressure in effecting an emergency application of the brakes, and a change-over valve device for conditioning the equipment for` any one of said classes of service and having a change-over position for rendering said valve means and means ineffective to regulate the flow of fluid in effecting an emergency application of the brakes.

30. In a fluid pressure brake adapted to be conditioned to function for different classes of train service, in combination, a brake pipe, a brake controlling valve device operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, valve means operative in one class of train service to regulate the flow of fluid under pressure inl effecting an emergency application of the brakes, means operative in another class of train service and cooperating with said valve means to regulate the flow of fluid under pressure in effecting an emergency application of the brakes, a change-over valve device for conditioning the equipment for any one of said classes of service and having a change-over position for cutting said valve means into action, another position for cutting said valve means and means into action and another position for cutting the valve means and means out of action.

31. In a fluid pressure brake adapted to be conditioned to function for different classes of train service, in combination, a brake pipe, a brake controlling valve device operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, flow control means operative in one class of train service to regulate the flow of fluid under pressure in effecting an emergency application of the brakes, flow control means operative in another class of train service adapted to cooperate with said valve means to regulate the fioW of fluid under pressure in effecting an emergency application of the brakes, and a change-over valve device for conditioning the equipment for any one of said classes of service and having a change-over position for rendering both of said flow control means ineffective to regulate the flow of fluid in effecting an emergency application of the brakes. 32. In a fluid pressure brake, in combination, a. brake pipe, a brake controlling valve device l operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, valve means operative in one class of service for varying the rate of flow of uid in effecting an i emergency application of the brakes and operative differently in another class of train service to vary the rate of flow of fluid in effecting an emergency application of the brakes, and operative in a third class of train service to provide 20 a constant rate of flow of fluid in effecting an emergency application of the brakes, and a change-over valve device operative to control the action of said valve means.

33. In a fluid pressure brake, in combination,

a brake pipe, a brake controlling Valve device operated upon a sudden reduction in brake pipe pressure for supplying fluid under pressure to effect an emergency application of the brakes, valve means operative 'in one class of train service for 30 controlling the rate of flow of fluid in effecting an emergency application of the brakes and operative differently in another class of train service to control the rate of flow of fluid in effecting an emergency application of the brakes and being inoperative to control the rate of flow of fluid in effecting an emergency application of the brakes, and a change-over valve device operative to different positions for controlling the operation of said valve means.

40 34. In a fluid pressure brake, in combination, a brake pipe, a communication through which fluid under pressure is adapted to be supplied to effect either a service or an emergency application of the brakes, a passage through which fluid under pressure is adapted to be supplied to said communication, a choke in said passage, another passage through which fluid under pressure is adapted to be supplied to said communication independently of said choke, and a brake 50 controlling valve device operated upon a service reduction in brake pipe pressure for supplying fluid under pressure to the first mentioned passage and operated upon an emergency reduction in brake pipe pressure for supplying fluid under 'pressure to both of said passages.

35. In a fluid pressure brake, in combination, a. brake pipe, a communication through which fluid under pressure is adapted to be supplied to effect either a, service or an emergency application of the brakes, a passage through which fluid under pressure is adapted to be supplied to said communication, a volume chamber in open communication with said passage, a choke interposed in said passage intermediate said communication and volume chamber, a passage through which fluid under pressure is adapted to be supplied to said communication independently of said choke and volume reservoir, and a brake controlling valve device operated upon a service reduction in brake pipe pressure for supplying fluid under pressure to the choked passage and operated upon an emergency reduction in brake pipe pressure for supplying fluid under pressure to both of said passages.

36. In a fluid pressure brake, in combination, a brake pipe, a communication through which fluid under pressure is adapted to be supplied to `effect either a service or an emergency application of the brakes, a passage through which fluid under pressure is adapted to be supplied to said communication, a volume reservoir in open communication with said passage, a choke interposed in said passage intermediate said reservoir and communication, a passage by-passing said choke and through which fluid under pressure is adapted to be supplied to said communication, and a brake controlling valve device operated upon a service reduction in brake pipe pressure for supplying fluid under pressure to the choked passage and operated upon an emergency reduction in brake pipe pressure for supplying fluid under pressure to both of said passages.

37. In a fluid pressure brake, in combination, a brake pipe, a brake controlling valve device operated upon a service reduction in brake pipe pressure for supplying fluid under pressure through one passage having a choke for restricting the rate of flow of fluid through said passage, to a communicating passageway to effect a service application of the brakes, said brake controlling Valve device being operated upon an emergency reduction in brake pipe pressure to supply fluid under pressure to said passage and also to another passage through which fluid is supplied to said passageway independently of said choke.

38. In a fluid pressure brake, in combination, a

`brake pipe, a Volume chamber, a brake controlling valve device operated upon a service reduction in brake pipe pressure for supplying fluid under pressure through a passage open to said chamber and having a choke for restricting the rate of flow of fluid through said passage, to a passageway communicating with said passage to effect a service application of the brakes, said brake controlling valve device being operated upon an emergency reduction in brake pipe pressure to supply fluid under pressure to said passage and also to another passage through which fluid is supplied to said passageway independently of said choke and said chamber.

CLYDE C. FARMER.

ELLIS E. I-IEWI'IT. 

